Reduced power Take Offs?

[rvmills]

Pat (Sig),

We're on the same page. If you extrapolate the reduced power TO to mean reduced power climb all the way to cruise, then yes, that will be less efficient, especially in a jet (concur on bingo pro's). I wasn't extrapolating that, probably because we do power up at work, and because I climb at full power in my RV. I was just saying that a reduced power takeoff by itself does not burn more gas than a full power takeoff…I think that is what the OP was questioning the validity of. The OP asked about reduced power TOs, so that's what I was focusing on. (Man, do I need to spell out everything LT? [joking ])

Reduced power climbs don't appeal to me either. Get up into the cooler air, get the engine dialed back for cruise, get the XM radio goin', and enjoy the view as you get downrange to wherever Vlad's party is. I'll bet most RVers, although blessed with mucho excess HP, will feign giving that excess up…once they've tasted it!

Should we start the debate over "climb flat, fly fast into a headwind; climb steep, throttle back" with a tailwind?

Cheers,
Bob

[David-aviator]

After some 70 responses this thread has about run its course.

Does it matter with these little engines?

Probably not....a Lycoming will run a long time at WOT with proper cooling and A/F mixture. It will also run a long time at reduced power, so it really does not matter.

Push the throttle up and enjoy it.

[ChiefPilot]

Originally Posted by David-aviator

After some 70 responses this thread has about run its course.

Not quite - not even close.

We have yet to discuss the merits of reduced power landings. The Lycoming operator's manual is silent on this, however, I find that at less than full power I approach the ground more quickly. While making it easier to finish the flight, I don't believe it is as safe since going around should something foul the runway.

Reduced power landings are probably harder on the engine as well.

I'd also guess that they incur more costs, since a reduced power landing ends up on the runway and taxiway sooner, which means that the fuel pumps are that much closer. Using a full power landing tends to prevent this from happening.

Finally, I built an RV because I wanted to go faster than the average Cessna or Piper. Reduced power landings would seem to be counter productive here as well.

[N427EF]

I was hoping we could get to the bottom of all this and include reduced power landings as well.

Technically the landing is only the portion were the aircraft touches the ground
preceded by the landing approach and followed by the landing roll.

I do use considerable power for landing on occasion and if the RV won't land I just call it a flyby. This approach results in increased costs but I make up for it by using full power on take off, thereby saving money on a premature engine overhaul... OK signing off now.

[Mel]

I know it probably uses more fuel, but it makes up by making the brake pads last longer.

[David-aviator]

Originally Posted by ChiefPilot

Not quite - not even close.

We have yet to discuss the merits of reduced power landings. The Lycoming operator's manual is silent on this, however, I find that at less than full power I approach the ground more quickly. While making it easier to finish the flight, I don't believe it is as safe since going around should something foul the runway.

Reduced power landings are probably harder on the engine as well.

I'd also guess that they incur more costs, since a reduced power landing ends up on the runway and taxiway sooner, which means that the fuel pumps are that much closer. Using a full power landing tends to prevent this from happening.

Finally, I built an RV because I wanted to go faster than the average Cessna or Piper. Reduced power landings would seem to be counter productive here as well.

Trying to follow your thinking here. Approach and landing is a function of controlling glide angle, airspeed, and factoring in stopping distance, runway length and wind conditions. Power and pitch are used to get the job done.

I suppose "reduced power" on landing could mean throttle closed on down wind leg and go find the runway dead stick - good stuff to practice but not practical at most airports with other traffic.

Reduced power (idle) is mandatory with a fixed pitch prop or you won't be landed and stopped in a reasonable distance. If your prop is CS, some power is needed to keep it from a flat pitch but not near full power. A full power approach and landing with the 8 is impossible, I'd be flying until fuel exhaustion at 160+ knots. The airplane will not go down an slow down at anything less than idle power.

The landing is critical. The subject of the thread is irrelevant during that phase of flight.

And it is so on take off also IMHO.

[ChiefPilot]

Originally Posted by Mel

I know it probably uses more fuel, but it makes up by making the brake pads last longer.

Just because the airlines do it doesn't mean it's appropriate for us. They have at least two engines, usually turbines, and therefore it's cheaper for them to burn less fuel than to take a chance on brake pad failure. It's all about the money for them.

[LettersFromFlyoverCountry]

Maybe it's just me and the fact I know Brad pretty well. But there's nothing about his post that doesn't strike me as -- how do I say this? -- Brad.

[170 driver]

I don't usually use full power until I am off the ground and climbing, makes for an easier aborted takeoff and uses a lot less rudder force on my leg and on the rudder. Climb out is at max power. Maybe my reasoning is wrong, but this is what works for me on my taildragger.

[rvmills]

Originally Posted by David-aviator

The landing is critical. The subject of the thread is irrelevant during that phase of flight.

And it is so on take off also IMHO.

Still having fun here Many are pretty much saying the same thing in reply?we're just giving the OPs question the respect to say why we think so, and apparently fueling a little debate and popcorn enjoyment. Heck, its finally snowing in Reno, and now I gotta wait till the roads are clear so I can drive to the hangar to work on a few new gauges that will tell me just how I can tweak the motor for even more full power on takeoff!

LMAO on the reduced power landings and taxi! Well-played gents!

Ernst, just remember, it's not a flyby?its a low approach!

And reduced power taxi?foreign concept, at least where I work!

Cheers,
Bob